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(No Model.) 2 Sheets-Sheet 1` 4J. STEPHENSON.

TRAM UAR WINDOW.

No. 878,478. Patented Peb. 8. 1888.`

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N. PETERS. Plmwumgmpber. washington. D. Cv

A' 2 sneets shee1;z. J. STEPHENSON.

(No Model.)

TRAM GAR WINDOW. No. l78`473. 'Patented Feb.| 28, ll88.

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' limitan Starts Parent* @ritieni JOHN STEPHENSON, OF NEV YORK, N. Y.

SPECIFICATION forming part of Letters Patent No. 378,4i73, dated February 28, 1888.

. Application filed June 9, 1887. Serial No. 240,8l2. (No model.)

To all whom it may concern.-

Be it known that I, Jonu SrEPHnNsoN, a. citizen of the United States, and a resident of the city, county, and State of New York, have invented certain new and useful Improvements in Tram-Gar INindow's, of which the following is a specification.

In the accompanying drawings, whichillustrate so much ot' a train-car as is necessary to an understanding of the present invention, Figure l is a vertical cross-section of a portion of a car. Fig. 2 is an elevation of two of the side pillars and one of the window sashes therebetween, looking from the interior ofthe car. Fig. 3 is a similar' viewlooking from the exterior of the ear. Fig. 4 is an elevation of the Lipper portion of the corner pillar, the corner plate, roof, driprail, and sub top rail. Fig. 5 is a horizontal section of the same, taken on the line .t of Fig. 4.

Trani-cars with sashes of extreme height are in demand, but as heretofore made practical working or' suoli cars developed weakness of construction, indicating short-life service of the cars.

My invention herein described is intended to retain the strength and desirable qualities and make a superior construction.

Window-sashes of extreme height necessitate absence of the letter-board or head-panel. This deprives the upper part of the body of strength and stiffness in the joints, causing swaying ofthe upper portion,racking ofj oints, and destruction of timbers. I compensate for the absence ofthe usual head-panel by widen ing and raising the sub top rail l0 to contact with the top rail, l2, and gaining the side pillars, D, into the sub top rail and the sub top rail into the side pillars, (see Fig. 5,) thus mutually interlocking the pillars and sub top rail and covering the external joints with a panel, 13, receiving the roof molding or boards B and the drip-rail let. I also secure the upper corners or" the body with metal plates 15,fastened at the ends and sides of the body, each plate binding with each corner pillar,0, its side and end top rails, side and end sub top rails, l() ll, and side and end top panels, 13 1G.

Extreme height of glass frames requires new form of side pillars, D, because the outside of the pillar is at itslower half a curved line and the elongated sash requires a longer sash-frame run making a greater versed sine of the are of the curve and consequently a pillar of more width.

Extremely high sashes carry their head-rails 17 up to the top rails, l2, of the ear-body, the sash-runs 9, if thus extended, (as usual in earbodies,) would destroy the strength of the body by nearly cutting oii the tcp tchou, 8, of the side pillars, exposing the car-roof to liability to separate from the body. I therefore stop the sash-runs 9 at a point of safety below the tenons and arch the upper edge of the sashhead rail, (see Fig. 2,) usually straight, so as to shorten the stiles of the sash and consequently the sash-runs. l

Train-cars of extreme height of windows cause the head-rails of the end sashes at the pocket side of the door to contact with the door sheaves and rails and require a new arrangement of rails and sheaves, so as to permit the sash-head rail to accord in height ol" glass with the sides of the car.

Traincars with windows of extreme height cause the end sash below the lamp-house to contact with the lamp-house, and therefore require a new construction of the lamp-house to permit the sash to rise to the elevation corresponding with the side glass, both ofwhich features are reserved for another application, and are not shown or claimed herein.

I claim l. A train-car wit-h its windows of extreme height and with its side pillars gained into the sub top rail, and the sub top rail gained into the side pillars, as and for the purpose described.

2. A train-car with sashes of extreme height and the sub top rails contacting the top rails and gained into the side pillars, and the side pillars gained into the sub top rails, the sub top rails groove-molded on their inner faees,in which grooves are lodged out of contact with the sashes the heads of screws holding the drip rails or ledges, as and for the purpose described.

3. A tram-car with its sub top rail in contact with the top rail and gained into the side pillars, which are also gained into the sub top rail, and the sash-run extended up so near the head -of the pillar that the arched head-rails ICO of the sashes may reach the top rail, the lower parts of the side pillars curved, and the sashruns continued downward to the oar-sill, so that the sashes when dropped are supported by the ear-sill, as and for the purpose described.

4. A tramsoar with sashes of extreme height and the sub top rails raised up to the top rails of the oar-body, the s11b`top rails gained into the side pillars and the side pillars into the v sub top rails7 with the framing-joints covered externally by a panel and its ends secured by body, and with each corner plate combining the corner pillar with its side and end top rails, I 5

side and end sub top rails, and side and end top panels, as and for the purpose described. In testimony whereof I have signed my name to this specification in the presence of two subseribing witnesses.

JOHN STEPHENSON. Witnesses:

Jos. B. SrEPHENsoN, S. A, STEPHENsoN. 

